Tag: GREEN4SEA

  Konstantinos Kanellakis, Marine Business Development, Group Product Manager Motion & Drives, Schneider Electric presentation during the 2015 GREEN4SEA Forum. The presentation is about the energy efficiency potential of using variable speed drives to run fans and pumps. Usually valves and dampers are used to regulate the flow of air or liquids, which demands more energy than controlling the flow with drives. Two of the most promising solutions are mentioned and a case study of an actual installation and the energy efficiency achieved. All the issues that may arise by the use of drives on ships, like harmonics, electromagnetic interference (EMC) and voltage peaks are analysed.   There are many ways to reduce a ship’s energy consumption, one of which is with the use of variable speed drives. Variable speed drives have a low investment cost and are easy to install, even when the ship is travelling. Another important factor is that it is also one of the solutions with the fastest return-on investment. A variable speed drive is a device which gets power from the network (440V-60Hz) and transforms it so that it will run a motor at the speed we want with the torque our application needs. There are many ...

  Kai Låtun, VP Sales & Marketing, Yara Marine Technologies AS presentation during the 2015 GREEN4SEA Forum. In the presentation “SOx Scrubbers – a profitable investment ?”, Mr Latun looks at under which conditions the profitability of a scrubber investment should be evaluated. He gives some concrete examples of scrubber installations onboard vessels, and illustrates how to calculate paybacktime for a scrubber investment based on realtime conditions. He also reviews the costs of alternative consumables needed during scrubber operations. Yara Marine Technology, used to be known as Green Tech Marine, founded in 2010. Yara Marine Technology has supplied scrubbers since 2012 so it has tens of thousands of operating hours on scrubbers and experience on it. It is also now part of the Yara Group, which is a large Norwegian cooperation with turn over around $15,000,000,000/year and about 10,000 employees.  First of all I would like to say that I’m very happy about the presentation from Lloyds before, because he showed you a chart with green, yellow and red lines, when does it pay to have a scrubber. And being a scrubber supplier, we have very often come across this question. So, we have simply developed a calculator, where you can put ...

  Panayiotis Mitrou, Marine Research, Development & Innovation Manager, Lloyd’s Register presentation during the 2015 GREEN4SEA Forum. Talking about sustainability, Poseidon Med is the project which aims to revive the shipping sector through the planning and executing of a smooth transition for East Mediterranean shipping to a new era, the Gas era. This presentation aims at presenting the opportunity arising from the adoption of  LNG as a marine fuel and how this can, in the context of challenges ahead and the respective European Union policies, foster maritime competitiveness, support the shipbuilding and marine manufacturing industry and safeguard shipping against the forthcoming regulatory changes.   Talking about sustainability, Poseidon Med is the project, which aims to revive the shipping sector in the eastern Mediterranean area and lead it to a new era, what we call the gas era through a smooth transition. It is about planning and having the whole solution in order to move forward. Thus, we will see how and why this new era may constitute a great opportunity for our area in particular. There’s a turmoil ahead we have in our area and we are not talking about ECAs, the EU and the global Sulphur cap, which will come in 2020 ...

During the  2015 GREEN4SEA Forum, Stamatis Fradelos, Principal Engineer, ABS provided an update on the most important international and regional regulatory developments in the environmental arena that we will have to cope with in the near future, highlighting also the most interesting submissions that will be discussed at the forthcoming MEPC 68 next month.

  John Kokarakis, VP Engineering, Bureau Veritas presentation during the 2015 GREEN4SEA Forum The tsunami of emission related regulations and the need for environmental friendliness also dictates the utilization of alternate fuels less polluting than HFO. The star player is LNG but  not the only player though. Future ships will burn a variety of fuels; hydrogen, synthetic fuels and biofuels will be chosen depending on the characteristic of the ship.   Nowadays, we are facing an utterly confusing and conflicting tsunami of fuel regulations. Fuel is the most expensive OPEX item and plays an important role in defining the future of the shipping industry. The drivers for new marine fuels are: regulations, financial considerations and available technology. In the future, there is going to be coexistence of multiple fuels. Be aware that the wrong fuel choice has major impact on commercial performance of the vessel. Pioneer owners may be confronted with unforeseen technical issues costing time and money. However shipping thrives through innovation and technology development. The fact that the charterer pays the fuel removes the motivation from the owners to use alternative fuels. Lack of bunkering facilities and supply chains are barriers for the introduction of new “exotic” fuels. Due to ...

  Gerald Rofle, Manager – Marine Service Development, SKF Industrial Market, Marine  presentation during the 2015 GREEN4SEA Forum   Most people in the industrial world know the name SKF. It is a fairly big and well-known company. From a business model, in the marine industry and in many other industries, you make an investment. You decide to build some new ships, make a capital investment and spread the cost over 20 years or more. Then, when you put the ships into operation, you start paying the operating costs, which may vary depending on the vessel efficiency etc. And then, you go to work earning revenue. The idea is you get a payback point and you make money. And, I think the Greek community is very good to make money from marine for many years. Unfortunately, unexpected things happen. Critical systems may fail, important equipment may have an issue and we experience unplanned downtime events, even resulting in off hire for the ship in the worst case scenario. I think we have all seen very big show-stopper events like this that occur occasionally, but thankfully, not very commonly, but they do happen. When unplanned events occur, you will incur an increased ...

  Jarle Coll Blomhoff, Business Development Leader, Maritime Advisory Germany & East Med, DNV GL Maritime presentation during the 2015 GREEN4SEA Forum Fuel efficiency has become a key differentiator for shipping companies, and fuel bill often make up more than half of total cost of operation. There are two main drivers for improving efficiency of a tanker; changing the design of the vessel, and reduce efficiency losses by improving operation. I will talk about the topic of operational fuel efficiency for tankers. It will be based on our experience working together with several companies from various vessel segments; however also briefly looking at the fuel efficiency projects we are doing together with Euronav here in Piraeus, Antwerp & London.  The first question to ask yourself should be ‘’ what is the actual bunker consumption of your fleet?’’ A typical example; a VLCC consumes approx. 17,000 ton/year. It used to be 10 million per year at 600 USD/ton, at the moment is more close to 5 million per year at 300USD/ton. I believe that in few years, this value is about to rise. The next question is ‘’what is the impact it has on the operation of your company?’’  There are three different impacts: ...

  Joris van Kreij, Global Sales Manager – LNG Ship Fueling Solutions, Chart Industries presentation during the  2015 GREEN4SEA Forum   A typical LNG ship fuel installation consists of a tank with integrated ‘coldbox’ which is an air-tight enclosure of all the plumbing, valves, evaporation equipment and instrumentation attached to the tank. The advantage of such configuration is that the gas-hazardous space is limited to this coldbox only, instead of the whole tank compartment. Insulation of the tank is of high importance to minimize heat leak into the tank, warming up the LNG. The more heat leak occurs, the faster the pressure will rise and the shorter the tank holding time (time before the safety valve opens) becomes.  You are aware of the current and future emissions regulation, no need to talk further on that. It is cleaner operation of engines. Fuel cost savings, on specific cases. It is not always the case, but obviously US shipowners mainly are very much aware of that. Low noise operation and it eliminates the risk of oil spills. What we could add to this is your image improvement that is also sometimes a driver for a shipowner to switch to LNG. We have seen that in ...

MRV presentation will present the last developments at EU level in respect to the international dimension of the new EU Regulation and its adoption by the plenary of the European Parliament next week.